Motor vehicle power transmission



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Dec. 3 v AILABL C Dec. 31, 1940. I H. F. PATTERSON Ref 2 MOTOR VEHICLE POWER TRANSMISSION Origihal Filed March 1. 1934 2 Sheets-Shet 2 JNVENTOR.

Hqriri 7." 2 426926077.

ATTORNEYS,

Reisaued Dec. 31, 1940 PATENT OFFICE MOTOR. vsmcm rowan TRANSMISSION Herbert F. Patterson,

St. Clair Shores, Mich, assignor to Chrysler Corporation,

Highland Park,

Mich., a corporation of Delaware Original No. 2,055,303, dated September 22, 1936,

Serial No. 713,443, March 1, 1934.

Application for reissue January 15, 1940, Serial N0. 313,953

18 Olaiml.

This invention relates to motor vehicles and refers more particularly to improvements in I means for transmitting power to drive such vehicles.

More particularly, I have provided improvements especially adapted for varying the driving speed ratios of motor vehicles.

, It is an object of my invention to provide improvements in motor vehicle transmissionsand controls therefor; to provide improved means for operating the various gear trains of a transmission; and to provide relatively simple means for controlling and actuating the various gear ratios of a transmission, capable of manufacture at relatively low cost. While my invention, in the broader aspects thereof, is applicable to various types of transmissions including well-known types of countershaft gear selector transmissions,

my invention is particularly related to motor vehicles having speed ratio changing transmissions of the planetary or epicyclic gear type.

A further object of my invention is to provide improved transmission controlling means, especially adapted for use with planetary transmissions, my transmission control operating to establish the various gear ratios with improved positiveness, simplicity, and emciency.

A further object of my invention, in its more limited aspects, resides in the provision of fluid operating means of improved form and arrangement for controlling the planetary gear sets of a trans ssion, or other corresponding parts of other types of transmission. In the broader aspects of my invention, the fluid pressure is preferably provided by a suitable liquid medium such as oil, but the fluid pressure medium may be air under pressure greater or less than atmospheric pressure.

A further object of my invention resides in the provision of improved means for controlling the speed ratios of a transmission, preferably of the planetary gear type, wherein changes in the speed ratios are automatically produced in response to conditions of drive through the transmission. More particularly, I have provided transmission controlling means which is auto-- matically responsive to speeds of the motor vehicle, preferably in combination with means under control of the vehicle driver for manually controlling the action of the automatic gear ratio selecting means.

In carrying out the objects of my invention, I have provided-a transmission speed ratio controlling means of 'the character referred to wherein the various transmission gear ratios may be effected in response to manual selection by the vehicle driver, the transmission being manipulated under power in response to the manual selection.

I have further provided means, such as a gove'rnor, responsive to speeds of the vehicle for auv tomatlcally manipulating the transmission under power independently of the manual selection but preferably under control thereof. Thus, the governor controlling selector means is-preferably 16 arranged so as to be cut out or rendered ineffective in response to manual selection and the system is further arranged so that the speed responsive selector means cannot operate until the manual selector is initially set for the governor u controlling action.

In one embodiment of my invention I have provided for manual selection of the transmission speed ratios at 'any time to greater or lesser speed ratios from any condition of vehicle drive, 20 such manual selection being accomplished independently of the governorr However, when the low or first speed is manually selected, then where the manual selector is left in the first speed setting, the governor will respond to such first 25 speed setting to automatically manipulate the transmission progressively upward through the higher speed ratios as the vehicle speed increases and progressively downward for vehicle decelerating speeds. D

A planetary type of transmission presents a number of advantages over the more conventional sliding gear types of transmissions, and my invention is therefore primarily directed toward planetary types of transmissions and power transmission systems employing planetary gearing speed ratio controlling devices, although, as aforesaid, the fundamental principles of my invention may, if desired, be employed in connection with transmissions of other types including 6 the aforesaid sliding gear types of transmissions. By way of example in connection with the aforesaid advantages of the planetary transmission over more conventional types, it may be noted that the planetary transmission permits gear changes without the necessity of releasing the main clutch between the engine and transmission so as to obtain relatively quick gear changes and faster acceleration of the motorvehicle. This is made possible by reason of the fact that'the braking devices associated with the respective. planetary gear trains are, in effect, clutches in that each rotary drum controlling a planetary gear train is frictionally engaged by its associated braking means. 5

Further objects and advantages of my invention will be apparent from the following detailed description of one illustrative embodiment of the principles of my invention, reference being had to the accompanying drawings, in which:

Fig. 1 is a side elevational view somewhat diagrammatically illustrating my power transmission mechanism as a whole.

Fig. 1A is a side view of the selector segment, the view being taken along line IA-IA of Fig. 1.

Fig. 2 is a sectional plan view of the manually controlled distributor valve, the section being taken along the line II-II of Fig. 1.

Fig. 3 is a sectional elevational view through one of the fluid cut-oil valves located between the manually controlled distributor valve and the governor controlled distributor valve.

Fig. 4 is a detail sectional plan view illustrating the fluid cut-off valve of Fig. 3, this section being taken along the line IV-IV of Fig. 3.

Fig. 5 is a sectional elevational view somewhat diagrammatic and illustrating one of the planetary transmission speed ratio brake controlling devices, the section being taken along the line V-V of Fig. 1.

Fig. 6 is a sectional plan view of the governor controlled distributor valve showing the governor controlling mechanism associated therewith, the section being taken along the line VI-VI of Fig. 1.

Referring to the drawings, I have illustrated my invention in connection with a motor vehicle drive, this drive including a prime mover or engine A, a portion of which is shown in Fig. 1, a clutch B driven from the engine, and a change speed transmission or gear box C driven from the clutch B. The drive passes from the transmission through a power take-off shaft ill which,

as usual, may extend rearwardly of the vehicle I to drive the usual gear ground wheels (not shown). V

The clutch B may be of any suitable construction for controlling the drive between engine A and transmission C, this clutch being lllustrated in Fig. 1 in the form of a fluid type having the usual driving and driven cooperating vane members ii and II, respectively. The driving vane member ii is carried by the engine flywheel i3 and the driven vane member i2 is secured to the usual power shaft which 'extends rearwardly to transmission C, this power shaft not being illustrated. I have illustrated a fluid type of clutch since a clutch of this character has a number of advantages in connection with a transmission of the planetary gear type C. Thus, the fluid type of clutch is desirable in providing a smooth drive for the vehicle through the planetary transmission, relatively high power driving efflciency, and other well-known favorable char-v acteristics. I

I have illustrated the change speed transmission C as the epicyclic or planetary type, this general form of transmission being well-known in the art and, as usual, includes a plurality of transmission speed ratio controlling clutches or brakes i4, i5, and I6, these braking devices being respectively adapted to actuate the transmission in its first speed ratio or low gear, second speed ratio, and reverse drive.

A further controlling brake device I! is illus trated as a cone type, this brake being adapted to control the transmission for effecting the third speed. herein illustrated as the usual direct drive through the transmission.

The brake controlling devices ll, [5, and I6 are adapted to act on transmission elements associated therewith and usually embodied in the form of a rotary drum, one of which is illustrated at I8 in Fig. 5 in association with the transmission controlling brake ii for the reverse speed. It will be understood that the various transmission controlling'brakes l4, l5, and it may be adapted in the well-known way for causing actuation of the respective epicyclic or planetary gear trains associated therewith, one of these gear trains being somewhat diagrammatically illustrated at IS in Fig. 5. The form and arrangement of these planetary gear trains are well-known in the art and the details thereof are omitted from my disclosure. The brake controlling device I! is adapted according to customary practice to enage a drum 20 illustrated in Fig. 1 for effecting the direct drive in a manner well understood in the art.

The controlling brakes i4, i5 and I 8 are, for the most part, similar in construction and operation and the following description of the details of the brake device l6 illustrated in Fig. 5 is typical of the other brakes. In Fig. 5 the drum i8 is normally rotated by the planetary gearing l9 associated therewith when the transmission is not in its reverse drive setting, and when rotation of drum I8 is prevented by the braking mechanism associated therewith, then the drive through the transmission takes place for the reverse gear ratio drive according to well-known practice for planetary gearings of the general type illustrated.

In order to brake the drum II, I have provided a band 2i extending around the drum to provide ends 22 and 23 normally separated by spring 24, the band 2| being provided with a brake lining 25 adapted to contact with the drum when the ends 22 and 23 of the brake band are forced toward each other to contract the band. The band is anchored in any suitable manner not illustrated and suitable brake actuating mechanism is provided for each of the bands such as the actuating mechanism illustrated in Fig. 5 for example.

Associated with each of the brake controlling devices l4, ii and I6 is a cylinder, one of these cylinders being illustrated at 26 in Fig. 5 in association with the brake device ii. This cylinder receives a pair of opposed pistons '21 and 28, the pistons being operably connected to actuate the respective band ends 22 and 23 by suitable links 29 pivotally supported at 30. The cylinder 26 has a fluid pressure inlet 3| adapted to admit fluid such as oil under pressure to the space between pistons 21 and 28 so as to actuate these pistons away from each other in contracting the brake band to arrest rotation of the associated controlling drum ll. When the fluid pressure is released, the spring 24 will act to space the brake band 2| from drum I! as shown in Fig. 5, pistons 21 and 28 being also restored and the fluid pressure being displaced from the cylinder 26 by way of the opening 3|.

The direct speed brake controlling device I1 is also suitably actuated by fluid pressure introduced to a cylinder illustrated at 32 in Fig. 1, it being understood that this cylinder is adapted to receive one or more pistons adapted, when actuated by fluid pressure introduced to the cylinder, to engage the cone type drum to effect thefthird speed-or direct drive through the transmission C.

In order to selectively control the supply of fluid under pressure to the actuating mechanism for the various speed ratio controlling brakes, I have provided a, fluid pressure control and distributing system illustrated in somewhat diagrammatic form in Figs. 1 and 2. The transmission reservoir 33 contains a quantity of fluid such as oil, a pump indicated at 34 being suitably driven so as to draw the oil from the reservoir i by a pipe or conduit 35, the oil under pressure being discharged from the pump through a high pressure conduit 36 leading to the valve casing 31 of the manually controlled distributor valve D best shown in Fig. 2, this valve being adapted for rotary manual adjustment and control by a lever 36 connected at 39 with a suitable linkage such as a Bowden wire 46. A relief valve 4| may be interposed by pipes 42' and 43 between the pressure conduit 36 and reservoir 33 so as 0 to by-pass any excess delivery of pump 34 back to the reservoir.

The valve D cooperates with casing 31 to provide a fluid pressure supply space or chamber 4| and a low pressure space or chamber 42, these chambers being separated from each other by the radially extending valve portions 43 and 44 engaging casing 31. The supply chamber 4| delivers oil under pressure from supply conduit 36 through a passage 45 extending through the valve to an outlet 46 illustrated in Fig. 2 as registering with a conduit 41, the outlet 46 being also adapted for selective alignment with further conduits 46, 49 and 56. The casing 31 has an uninterrupted portion 5| intermediate the conduits 41 and 56 so that when the outlet 46 is adjusted'opposite the portion 5|, the oil in passage will not escape, this position being the neutral setting of valve D. The low pressure chamber 42 is continuously 40 open to a conduit 52 which is arranged below the plane of oscillatory movement of outlet 46, the conduit 52 communicating with a pipe 53 illustrated in Fig. 1 as leading to the reservoir 33. During movement of valve D, the high pres- 5 sure chamber 4| is continuously in communication with the oil pressure delivery conduit 36, and the low pressure chamber 42 is continuously in communication with the return conduit 52.

The manually controlled distributor valve D is adapted to be manually adjusted by the vehicle driver and in Fig. 1, I have illustrated this adjusting or selecting means as comprising a stationary selector segment 54 conveniently mounted to the steering post 55 of the vehicle 55 steering wheel 56, the segment 54 having a plurality of releasable stops, notches, or other suitable means for advising the operator of the setting of a hand operated selector lever or element 51 pivotally mounted at 56 in association with the 60 segment 54. Thus, the segment 54 has the notches or stops 59, 66, 6|, 62, and 63 respectively adapted, when aligned with selector arm 51,'to manipulate transmission C into the first speed gear ratio drive, the second speed, the third 0 or direct speed, reverse drive, and neutral, the latter setting establishing a neutral condition in the transmission whereby there will be no drive therethrough .to D is connected for actuation by selector arm 51 by the aforesaid Bowden wire 42, which as illustrated in Fig. l, is connected to the selector arm. Fig. 1A illustrates the notches and selector arm 51 may .be resiliently sprung for movement into 7 the notches. The springing of the arm in any 51 is adjusted to the second the take-of! shaft ID. The valve notch will prevent displacement of the arm until manually moved to another notch. I

In Fig. 1 it will be noted that the selector arm 51 is illustrated as being aligned with the first speed stop 53, and in Fig. -2 the valve D is shown for its position corresponding to this setting wherein the outlet 46 is in communication with the conduit 41. Likewise when the selector arm speed stop 66, the valve D is moved from the position illustrated in Fig. 2 to a position establishing communication between outlet 46 and the second speed.

conduit 46. In similar fashion the conduit 46 is the third speed or direct conduit, conduit 50 being the reverse conduit, these conduits being respectively supplied with oil under pressure by communication with the outlet 46 when the selector arm 51 is adjusted to the stops 6| or 62. When the selector arm 51 is adjusted to the neutral stop 63, the outlet 46 of valve D is adjusted to the neutral space 5|.

The reverse conduit 50 as will be noted from Figs. 1, 2 and 5extends directly from the valve D to the reverse cylinder 26 so that when the selector arm 51 is adjusted to align the arm with stop 62 the oil under pressure is supplied from valve outlet 46, through the reverse conduit 56 so as to actuate the pistons 21 and 26 of the transmission reverse controlling brake device |6, the reverse drum l8 associated therewith having its rotation arrested so as to produce the reverse drive to the power take-off shaft Ill. The brake'controlling reversing device I6 will continue to be actuated as long as the selector arm 51 is left in alignment with the reversing notch 62 and when the selector arm isactuated into another of its positions, the valve D will be corr'espondingly moved so as to open the reverse conduit 56 to the low pressure chamber 42 and this will relieve the pressure to the reversing pistons 26 and 26. When this occurs the spring 24 associated with the band 2| of the reversin brake will act to move the pistons toward each other, the oil being displaced thereby passing through the conduit 56 to the low pressure chamber 42 and then through the return pipes 52 and 53 to the reservoir 33. It will be noted that the oil is not entirely removed from cylinder 26 when the band 2| is expanded under the influence or spring 24, and only sufficient oil is thereby displaced to accommodate the inward movement 01 the pistons 21 and 26, it being understood thai the conduit 50 and the clearance space betweer pistons 21 and 26 remains filled with oil up t( the casing 31 of valve D. The same holds trul in connection with the fluid conducting conduit and associated parts of the other transmissio] brake controlling devices.

When the selector arm 51 is adjusted so a to supply oil under pressure to the conduits 4 46 and 49, the corresponding transmissio brake controlling devices I4, l5 and |6 are re spectively actuated although the oil. under pre: sure is not conducted directly to these sever: brakingdevices as will be presently apparen However, when the selector armis manipulate for these several positions of adjustment the r spective fluid pressure brake operating meal are actuated in a manner similar to that ju referred to hereinabove in connection with t typical operation of the transmission rever brake controlling device l6.

Referring now to Fig. 6 it will be noted ti". the first speed conduit 41 leading from the ma ually controlled distributor valve D exter spaced bearing 89 and 98.

through a casing 64 to a high pressure space or chamber 85 of the governor controlled distributor valve E. The general construction and operation of the valve E is very similar with that of valve D and consists of a low pressure chamber or space 96 separated from the high pressure chamber 65 by the valve projections 61 and 68. The valve E also has, a fluid pressure conduit 69 having a distributing outlet I8, the latter being adapted for selective alignment-with the first speed conduit 1|, second speed conduit 12, or third speed conduit 13. The casing 64 has a further conduit 14 which is continuously in communication with the low pressure chamber 86 and which serves to return surplus oil from this low pressure chamber through the aforesaid conduit 53 as shown in Fig. 1 back to the reservoir 33.

Ihe high pressure chamber 65 is continuously in communication with thesupply conduit 47 and the valve E is adapted for selective oscillatory adjustment through a lever 15 pivotally connected at I6 to a link the latter being pivotally connected at I8 with a lever 19 normally urged to the right as viewed in Fig. 6 by'a spring 88 so as to normally move the valve E to align the outlet 18 with the first speed conduit II.

The lever I9.is pivotally supported at 8| to a bracket 82 forming a part of the casing 83 of: transmission C, lever 19 carrying a roller 84 rotatable on a pin 85, the latter being rigidly carried .by lever 19.

In Fig. 6 the power take-off shaft I8 ofthe transmission is shown provided with a gear 86 adapted to drive a cross-shaft 81 through a gear 88 carried thereby and meshing with the gear 86, the shaft 81 being rotatably supported in jects through the casing 83 and drives a governor F which comprises the usual cup- 9| splined to shaft 87. A plurality of centrifugally actuated governor balls 92 operate within cup 9| and against the reaction back plate 93, so that as the speed of shaft I8 increases, the governor F will be driven through shaft proportionately, the governor balls 92 beingthrown outwardly to move the cup 9| longitudinally outwardly of shaft 81. This movement of cup 9| acts on a lever 94 pivotally supported at '95, the lever having a second lever arm 98 carrying a cam 91 on its outer end.

The cam 91 has a series of spaced notches 98, 99 and I88, these notches being respectively designated as the first speed notch, second speed notch,

-and the third or direct speed notch. In Fig. 6 it will be noted that the roller 84 is illustrated in engagement with the first speed notch 98' In order to yieldingly urge the arm 96 to the position illustrated in Fig. 6 and also to return the governor cup 9| to its normal initial position also shown in Fig. 6, I have provided a suitable spring |8l which acts on lever arm 96 by reason of a spring actuated plunger I82.

With the parts positioned as illustrated in Fig. 6, and with the selector arm 57 also adjusted in alignment with the first speed stop 59 as shown in Fig. 1 it will be apparent that oil under pressure from pump 34 will be supplied through the valve D and conduit 41 to the high pressure chamber 65 of valve E. This high pressure oil-will thus pass through the outlet 18 of valve E and thence through the first speed conduit II which leads directly from valve E to the fluid pressure operating device associated with the firstspeed brake controlling device I4 of transmission C. Thus, with the parts positioned as illustrated, the trans- The shaft 81 prothrough the transmission will take place in the first gear ratio. Assuming that the operator leaves the selector arm 51 in the aforesaid position of adjustment at the first speed notch 59, it will be apparent that the motor vehicle will be accelerated in its first speed; As this acceleration takes place the governor balls 92 will, for a predetermined desired rotation of shaft I8, fiy outwardly so as to act on the governor cup 9| to swing the cam 91 in a clockwise direction as viewed in Fig. 6, the roller 84 being moved from notch 98 to notch 99. It will be noted that the movement of roller 84 between successive notches is not a gradual movement but by reason of the abrupt cam faces between these successive notches, the cam 91 will remain in engagement with the notch 99 until the governor balls 92 finally exert suflicient force to quickly snap the cam 91 to a position for engaging notch 99 with roller 84.

When the roller 84 moves from notch 98 to ent that thefirst speed braking control device I 4 will be released and, as will presently be more apparent, the second speed brake controlling device I5 will be actuated so as'to establish the second speed drive through transmission C.

' In a similar manner as further acceleration of the motor vehicle takes place in second speed, at the desired speed of the vehicle and the corresponding r. p. m. of shafts I8 and 81, the governor F will actuate cam 91 so as to abruptly or quickly engage the third speed notch I88 with the roller 84. This cam movement likewise moves the outlet I8 for alignment with the thirdspeed fiuid conduit I3, the second speed brake controlling device I5 being then released and the third speed brake controlling device II being actuated so as to establish a direct drive through transmission C.

It will be apparent that by suitably shaping the camming face of the governor cup 9| and by suitably proportioning the force exerted by governor balls 82 and the action of spring 88, the cam 91 may be made to move at any desired motor vehicle speed so that the governor will automatically. and progressively manipulate the transmission into its several gear speed ratio' settings.

With the motor vehicle'driving in the third or direct speed in accordance with the foregoing assumed illustrative conditions of operation, let it be further assumed that the motor vehicle is decelerated. At some predetermined desired point in the decelerating speed of the motor vehicle, it will be apparent that the governor F'will permit spring 88 to move lever I9 in a counterclockwise position, the cam 91 being also actuated by spring |8| to cause roller 84 to move from notch I88 to notch 99 and thereby manipulate the transmission back to its second speed setting. Likewise on further deceleration of the motor vehicle, the roller 84 will be positioned into engagement with the first-speed notch 98 to manipulate the-transmission into its first speed setting in response to the action of governor F. In the event of a very sudden deceleration of the motor vehicle it will be apparent that the roller 84 will quickly move from notch I88 to notch 98 so thatthe transmission will, in such instance, be manipulated relatively fast speed when the selector arm 51 from its direct or third speed setting into its first speed setting.

When the motor vehicle is thus decelerated to restore the transmission to the first speed setting illustrated in Fig. 6, it will be apparent that the motor vehicle may be brought to a complete rest by actuation of the usual .wheel brakes (not shown) the fluid flywheel B permitting the necessary slippage in the drive between engine A and transmission C, it being remembered that according to the assumed illustration, the first speed brake controlling device I4 is maintained in operative condition. Furthermore if the engine A is idled when the motor vehicle is thus stopped,

the fluid clutch B may be arranged, if desired,

so that sufiicient slippage will occur during such idling condition to relieve the motor vehicle driver of the necessity of maintaining the brakes for the motor vehicle in their applied condition. Ordinarily, when the motor vehicle is brought to a complete rest, the operator will adjust the selector arm 51 into alignment with the neutral stop 63 so as to thereby shift the valve D out of alignment with the governor supply conduit 41 and opposite the neutral space 5I. Under such conditions it will be apparent that the pump 34 will merely by-pass its delivery to reservoir 33 by way of the relief valve 4|, the oil pressure to the governor control valve E being thereby cut oil to relieve the first speed brake controlling'device I4.

It will be apparent that the brake controlling devices of the transmission will be under the control of governor F so that the transmission will be automatically manipulated in response to motor vehicle speed whenever the selector arm 51 is aligned with the first speed stop 59. However, whenever the selector arm 51 is adjusted to any of its positions other than the first speed position, the supply of oil to the governor distributor valve E is thereby cut off and the transmission is then manipulated in direct responseto manual adjustment of selector arm 51 according to the manual positioning of valve D independently of the operation of governor F.

Furthermore, it will be apparent that whenever the motor vehicle is being driven, the transmission may be immediately brought under the automatic, control of the governor by manual manipulation of the selector arm 51 into the first speed position, It will be apparent that such manipulation does not necessarily mean that the transmission C will be actuated in the first speed gear ratio but rather that the control of the transmission ls thereby thrownover to the control of the governor so that the setting of the transmission is made to automatically respond to the driving speed of the motor vehicle and governor F. Thus, if the motor vehicle is being driven at a is adjusted to the first speed setting, the motor vehicle will continue to drive in the third speed in response to the corresponding setting of governor F until the engine is decelerated by release of the engine throttle or by the application of the usual vehicle brakes.

If desired a separate position of adjustment of the selector arm 51 may be provided for establishing supply of fluid pressure to the governor control distributor valve E, although the illustrated arrangement is preferred. When it is desired to operate the motor vehicle in reverse, the vehicle operator adjusts the selector arm 51 into alignment with the reverse notch 62, the distributor valve D being adjusted to directly supply the oil under pressure to the reversing conduit 50 as aforesaid.

Inasmuch as conduits 1 I, 12 and 13 lead to the fluid actuating mechanism respectively associated with the first, second and third speed brake controlling devices I4, I5, and I1, and inasmuch as conduits 48 and 49 of valve D also respectively lead to the second and third speed braking de- 1 vices I5 and I1, it is apparent that some means must be provided to cut off registration of one of the similar pairs of these conduits with its associated distributing valve when the other is under pressure. In other words, let us assume that the selector arm 51 has been manually adjusted for third speed so as to register the outlet 46 of distributor valve D with the third speed supply conduit 49 leading to the thirdspeed brake controlling device I1, and more particularly the operating cylinder 32 thereof; it will be noted that under such conditions the supply of fluid pressure to the governor distributing valve E is cut off ,'but it will further be noted that the third speed supply conduit 13 of valve E will either be in registration with the low pressure chamber 66 and hence in registration with the reservoir 33 or else the conduit 13 may be in registration with the outlet and hence with the conduit 41 and the return conduit 52 associated with the distributor valve D. Under such conditions the oil pressure supplied by outlet 46 to the third speed conduit 40 would simply be returned to reservoir 33 without producing a pressure in the cylinder 32. In order to prevent such a condition arising I have provided cut off valve controlling means intermediate each of the cylinders associated with the second and third speed brake controlling devices and the respective fluid pressure supply conduits therefor, namely, conduits 48 and 12 leading to the second speed braking device and conduits 49 and 13 leading to the third speed braking device. These cut off valve controlling devices are designated respectively at G and H in Fig. 1.

Referring to Flgs.3 and 4, I have illustrated the construction of one of the cutoff controlling valves, the section in Fig. 3 being taken through the cut oil valve H. Inasmuch as the details of construction and operation of the cut 011 valve G are similar to the cut off valve H, only one of these valves is illustrated in detail.

The valve H comprises a casting or body portion I03 having inlet passages I04 and I05 respectively communicating with the third speed supply conduits 13 and 49. The casting I03 is further formed with a cylindrical bore I06 in communication with passages I04 and I05 and a fluid pressure outlet passage I01 which at all timesis in communication with a third speed delivery conduit I00 leading to the third speed cylinder 32 for actuating the third speed brake controlling device I1. Operating within cylinder I06 is a cut ofi control valve I09 normally urged to its neu-.

tral or inoperative position illustrated in Fig. 3 by opposed springs H0 and III, the valve having a transverse fluid passage I I2 adapted in the neutral position thereof to establish communication between passage I01 and a passage II3. A

relief valve I I4 is normally urged by a spring 5' or upwardly in establishing communication of passage I'I with either passage I04 or passage I05. Rotational displacement of valve I00 is prevented during reciprocation thereof by engagement of a valve stem I20 slidable in a stationary guide I2I,.the stem I20 and guide I2I being square in cross section as illustrated in Fig. 4. The stem I 20 serves to limit upward movement of valve I00 and a downwardly extending stem I22 serves to limit downward movement of the valve.

In operation of the cut ofi controlling valve H, let it be assumed that the operator actuates the selector arm 51 into the third speed setting aligned with stop GI. In such position the valve D will be actuated so as to deliver fluid under pressure from outlet 46 to the third speed conduit 43. The fluid from the third speed conduit 43 passes to passage I 05 and thence to the lower portion of cylinder I06, the-fluid pressure acting to move valve I09 upwardly to establish communication between cylinder I06 and the third speed delivery conduit I08, thereby actuating the third speed braking device II to establish the third or direct speed through the transmission to the shaft I4. When valve I00 moves upwardly as aforesaid, the skirt portion II! closes ofl communication between cylinder I08 and vent passage H3 and furthermore it will be apparent that the conduit I00 is not in communication with the conduit I3 from the governor valve E. In this manner the oil under pressure is supplied to the third speed cylinder 32 without being relieved by supply to the reservoir 33 as would be the case without my cut 011' control valve H.

In similar manner when the selector arm 51 is aligned with the first speed stop 59 as shown in Fig. l, the fluid is delivered under pressure to the governor controlling valve E as aforesaid and when the outlet 10 thereof is registered with the conduit I3, the oil pressure will force valve I09 downwardly so as to establish communication between conduits I3 and I00 thereby supplying the oil pressure to cylinder 33 and actuating the third speed brake controlling device I I. During such operation the oil pressure in conduits I3 and I08 are closed oil from communication with conduit 43 and the vent H3 is likewise closed by reason of valve skirt II8.

After the oil pressure in cylinder I06 is relieved following actuation of the third speed braking device I'I under control of either of the valves D or E the springs H0 and III will restore valve I00 to the neutral or inoperative position illustrated in Fig. 3, and when the oil displaced by the third speed cylinder 32 on expansion of the third speed brake band forces the oil in the opposite direction in conduit I03 toward valve I III, this displacement is accommodated by the relief valve II4 which unseats. when valve II4 unseats, the surplus oil will escape from conduit I00 by reason of the aligned passages I01, III and 3, the latter being then-in communication with passageslli and III both of which communicate with the reservoir 33 by reason of their respective low pressure valve chambers 66 and 42. In similar manner the cut off valve controlling device G will selectively establish and control communication between either the conduit 40 of valve D or conduit I2 01' valve E with the second speed oil pressure supply conduit I23 leading to the second speed fluid actuating device associated with the brake controlling device I5. ,The operation of the cut ofl valve G is similar to that described, in reference to the cut oif valve H.

Various modifications and changes will be readily apparent from the teachings of my invention, as set forth in the appended claims, and it is not my intention to limit my invention to the particular details of construction and operation shown and described for illustrative purposes.

What I claim is:

1. In a motor vehicle planetary transmission having a plurality of fluid pressure operatedforwardly driving speed ratio controlling braking devices, fluid pressure operated means for actuating said braking devices, means responsive to motor vehicle speed for selectively supplying fluid under pressure to said fluid pressure operated means, and manually controlled means for selec- 1 tively actuating said braking devices to provide the plurality of forwardly driving speed ratios aforesaid independently of actuation thereof by said speed responsive means.

2. In a motor vehicle planetary transmission 0 having a plurality of fluid pressure operated forwardly driving speed ratio controlling braking devices, fluid pressure operated means for actuating said braking devices, means responsive to motor vehicle speed for selectively supplying fluid under pressure to said fluid pressure operated means, and manually controlled means for selectively supplying fluid pressure to said fluid pressure operated means to provide the plurality of forwardly driving speed ratios aforesaid independently of said speed responsive means.

3. In a motor vehicle power transmission having a plurality of fluid pressure operated speed ratio controlling devices, manually controlled fluid pressure distributing means for supplying fluid pressure selectively to said controlling devices, manually operated means for selectively' operating said manually controlled distributing means, speed responsive fluid pressure distribute ing means for supplying fluid pressure selectively to said controlling devices in response to speed of the motor vehicle, and fluid pressure conducting means intermediate said speed responsive distributing means and said manually controlled distributing means adapted in response to at least one selective operation of said manually operated means to supply fluid pressure tov at least one of said controlling devices from said manually controlled distributing means.

4..In a motor vehicle power transmission having a plurality of fluid pressure operated speed ratio controlling devices, manually controlled fluid pressuredistributing means for supplying fluid pressure selectively to said controlling devices, manually operated means for selectively operating said manually controlled distributing means, speed responsive fluid pressuredistributing means for supplying fluid pressure selectively to said controlling devices in response to speed of the motor vehicle, and fluid pressure conducting, means intermediate said speed responsive distributing means and said manually controlled distributing means adapted in response to at least one selective operation of said manually operated means to supply fluid pressure to at least one of said controlling devicesfrom said manually controlled distributing means, said intermediate fluid pressure conducting means being closed in response to other selective operations of said manually operated means.

5. In a motor vehicle power transmission having a plurality of fluid pressure operated speed ratio controlling devices, a plurality of independ- =ently operable fluid pressure distributing means,

ing fluid pressure selectively from said plurality of distributing means to one of said controlling devices, and means responsive to operation of one of said distributing means to supply fluid pressure to the last said controlling device for closing communication between another of said distributing means with the last said controlling device.

6. In a motor vehicle transmission of the planetary gear type having a plurality of fluid pressure operated speed ratio controlling braking devices, vehicle speed responsive means including a distributor valve for selectively supplying fluid under pressure to said braking devices, and manually operable means including a distributor valve for selectively supplying fluid under pressure to said braking devices independently of the first said'distributor valve.

'7. In a motor vehicle transmission of the planetary gear type having a plurality of fluid pressure operated speed ratio controlling braking devices, vehicle speed responsive means including a distributor valve for selectively supplying fluid under pressure to said braking devices, manually operable means including a distributor valve for selectively supplying fluid under pressure to said braking devices independently of the first said distributor valve, and means for supplying fluid pressure to the first said distributor valve from, and in response to operation of, the second said distributor valve.

8. In a motor vehicle transmission of the planetary gear type having a plurality of fluid pres-,

sure operated speed ratio controlling braking devices, vehicle speed responsive means including a. distributor valve for selectively supplying fluid under pressure "to said braking devices, manually operable means including a distributor valve for selectively supplying fluid under pressure to said braking devices independently of the first said distributor valve, means for supplying fluid pressure to the first said distributor valve from, and in response to operation of, the second said distributor valve, and a plurality of fluid pressure supply conduits between each of said distributor valves and certain of said braking devices.

9. In a motor vehicle transmission of the planetary gear type having a plurality of fluid pressure operated speed ratio controlling braking devices, vehicle speed responsive means including a distributor valve for selectively supplying fluid under pressure to said braking devices, manually operable means including a distributor valve for selectively supplying fluid under pressure to said'braking devices independently of the first said distributor valve, means for supplying fluid pressure to the first said distributor valve from,

and in response to operation of, the second said distributor valve, and a plurality of fluid pressure supply conduits between each of said distributor valves and certain of said braking devices, one of said braking devices being adapted to receive fluid pressure supply only from the second said distributor valve.

10. In a motor vehicle transmission ofthe planetary gear type having a plurality of fluid pressure operated speed ratio controlling braking devices, vehicle speed responsive means including a distributor valve for selectively supply ing fluid pressure to the first said distributor valve from, and in response to operation of, the second said distributor valve, a plurality of fluid pressure supply conduits between each of said distributor valves and certain of said braking devices, and means for venting the last said braking devices and including valve controlling means selectively responsive to operation of said rendering said speed responsive means operative to selectively operate the second said valve to provide the remainder of said plurality of forward driving speeds.

12. In a motor vehicle transmission including a plurality of speed ratio controlling devices, manually controlled means comprising a selectively operable valve for manipulating the transmission to provide neutral, reverse, and a plurality of forward driving speeds, speed responsivemeans comprising a second selectively operable valve for manipulating the transmission to provide forward driving speed ratios, means responsive to manual setting of the first said valve in providing one of said plurality of forward driving speeds for rendering said speed responsive means operative to selectively operate the second said valve to provide the remainder of. said plurality of forward driving speeds, and means responsive to manual setting of the flrst said valve in providing another of said plurality of forward driving speeds for rendering said speed responsive means inoperative.

13. In a motor vehicle transmission including a plurality of speed ratio controlling devices, manually controlled selector means for manipulating the transmission to provide neutral, reverse, and a plurality of forward driving speeds, speed responsive means for manipulating the transmission to provide forward driving speed ratios, and means responsive to manual setting of said selector means in providing one of said plurality oiforward driving speeds for rendering said speed responsive means operative to manipulate the transmission to provide the remainder of said plurality of forward driving speeds, said selector means being operable to provide one of said plurality of. forward driving speeds only through the intermediary of said speed responsive means.

14. In a motor vehicle transmission including a I plurality of speed ratio controlling devices, man

ually controlled selector means for manipulating the transmission to provide neutral, reverse, and a plurality of forward driving speeds, speed responsive means for manipulating the transmission to provide forward driving speed ratios, and means responsive to manual setting of said selector means in providing one of said plurality of forward driving speeds for rendering said speed responsive means operative to manipulate the transmission to provide the remainder of said plurality of forward driving speeds, said selector means being operable to provide one of said plurality of forward driving speeds only through the intermediary of said speed responsive means,

' said selector means being operable to provide another of said plurality of forward driving speeds independently of said speed responsive means. 15. In a motor vehicle transmission having a plurality of speed ratio controlling devices, speed responsive means for selectively operatingsaid devices and including a governor structure, a governor operated selector structure, a pivoted lever operably connected to one of said structures and having a cam face formed with steps located at relatively different distances from the lever pivot, a second pivoted lever operably connected to the other of said structures and having a portion carried thereby adapted for selective operative engagement with the steps of said cam.

16. In a motor vehicle transmission having a plurality of fluid pressure operated speed ratio controlling devices, a pair or valving means for supplying fluid under pressure to said devices, means for venting one of said devices subject to fluid pressure supply selectively from said valving means, and means responsive to fluid pressure supply from either of said valving means to the last said device for closing said venting means for the duration of fluid pressure supply to the last said device. V

17. In a motor vehicle power transmission having a plurality of fiuid pressure operated speed ratio forwardly driving controlling devices, manually controlled fluid pressure distributing means comprising a distributor valve for supply fluid pressure selectively to said controlling devices, manually operated means for selectively operatmeans being rendered inoperative upon operation of said manually operated means.

18. In a motor vehicle power transmission having a plurality of fluid pressure operated speed ratio controlling devices, manually controlled fluid pressure distributing means comprising a distributor valve for supplying fluid pressure selectively to said controlling devices, manually operated means for selectively operating said manually controlled distributing means, and speed responsive fluid pressure distributing means comprising a second distributor valve for supplying fluid pressure selectively to said controlling devices in response to speed of the motor vehicle, said speed responsive distributing means being rendered inoperative in response to any one of a plurality of selective operations of said manually operated means.

HERBERT F. PATTERSON. 

